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2018-02-14: We are adopting a new airworthiness directive (AD) for certain Honeywell International Inc. (Honeywell) TPE331 turboprop and TSE331 turboshaft engines. This AD was prompted by reports that combustion chamber case assemblies have cracked and ruptured. This AD requires inspection of the affected combustion chamber case assembly, replacement of those assemblies found cracked, and removal of affected assemblies on certain TPE331 and TSE331 engines. We are issuing this AD to address the unsafe condition on these products.
87-21-02 R1: 87-21-02 R1 CESSNA: Amendment 39-5740 as revised by Amendment 39-6215. Applicability: The following airplanes equipped with reciprocating engines certificated in any category: MODEL SERIAL NUMBER T303 T30300001 thru T30300301 310D 39032 thru 39299 310E 310M0001 thru 310M0036 310F 310-0001 thru 310-0156 310G thru 310R (Including T310P, T310Q and T310R) 310G0001 thru 310R2140 320 thru 320F 320-0001 thru 320F0045 335 335-0001 thru 335-0065 340 thru 340A 340-0001 thru 340A1543 401 thru 401B 401-0001 thru 401B0221 402 thru 402C 402-0001 thru 402C0653 404 404-0001 thru 404-0859 411 thru 411A 411-0001 thru 411A0300 414 thru 414A 414-0001 thru 414A0858 421 thru 421C 421-0001 thru 421C1257 Compliance: Required as indicated in the body of the AD, unless already accomplished per the unrevised version of this AD. To preclude misfueling of the airplane resulting in engine failure, accomplish the following: (a) Within the next 12 calendar months after the effective date of this AD, unless already accomplished, modify all fuel filler opening(s) in accordance with the instructions contained in Cessna Service Information Letter ME84-31 dated July 20, 1984. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) In accordance with FAR Part 43, Appendix A, Item (c) 29, the modifications required by this AD (except installation of the SK303-29 kit) is preventative maintenance and may be performed by the holder of a pilot certificate issued under FAR Part 61 on airplanes owned or operated by him subject to the limitations of FAR 43.3(a). The maintenance record entries required by FAR 43.9 and FAR 91.173 must be accomplished. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Wichita, Kansas 67209.All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Cessna Aircraft Company, Customer Services, Post Office Box 1521, Wichita, Kansas 67201; or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This AD revises AD 87-21-02, Amendment 39-5740 which became effective on November 2, 1987. This amendment (39-6215, AD 87-21-02 R1) becomes effective on June 16, 1989.
2018-01-12: We are superseding Airworthiness Directive (AD) 2015-22-53 for Airbus Helicopters Model AS350B3 helicopters. AD 2015-22-53 required revising the rotorcraft flight manual (RFM) to perform the yaw load compensator check after rotor shut-down and to state that the yaw servo hydraulic switch must be in the ``ON'' position before taking off. Since we issued AD 2015-22-53, Airbus Helicopters developed a modification of the ACCU TST switch. This new AD retains the requirements of AD 2015-22-53 and requires modifying the yaw servo hydraulic switch (collective switch) and replacing the ACCU TST button. The actions of this AD are intended to address an unsafe condition on these products.
2018-01-09: We are superseding Airworthiness Directive (AD) 95-25-02, which applied to certain Fokker Services B.V. Model F28 Mark 0100 airplanes. AD 95-25-02 required inspection(s) to detect cracks of the fuselage-mounted half of hinge assemblies of the small cargo door, and replacement of any cracked hinge assembly with a new hinge assembly. This new AD was prompted by a report that the hinges of the small cargo door are made of a material that is sensitive to stress corrosion and fatigue cracking, and by the determination that the existing inspection program does not provide sufficient protection against fatigue-induced cracks. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. We are issuing this AD to address the unsafe condition on these products.
2003-23-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400, -400D, and -400F series airplanes, that requires reviewing airplane maintenance records; inspecting the yaw damper actuator portion of the upper and lower rudder power control modules (PCM) for cracking, and replacing the PCMs if necessary; and reporting airplane maintenance records review and inspection results to the manufacturer. This action is necessary to detect and correct cracking in the yaw damper actuator portion of the upper and lower rudder PCMs, which could result in an uncommanded left rudder hardover, consequent increased pilot workload, and possible runway departure upon landing. This action is intended to address the identified unsafe condition.
98-19-17: This amendment adopts a new airworthiness directive (AD) that applies to certain Glaser-Dirks Flugzeugbau GmbH (Glaser-Dirks) Model DG-400 gliders. This AD requires inspecting the powerplant mount and the propeller mount for any loose parts. This AD also requires modifying the starter motor, retrofitting the holder for the starter motor, and checking the engine ignition timing; either immediately or at a certain time depending on the results of the inspection. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent damage to the engine caused by vibration, which could result in loss of engine power during critical phases of flight.
87-08-02: 87-08-02 MCDONNELL DOUGLAS: Amendment 39-5606. Applies to McDonnell Douglas Model DC-9-10, -20, -30, -40, and C-9 (military) series airplanes, Fuselage Numbers 1 through 619, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent outer skin cracks of the rudder and subsequent damage to adjacent structure, within 1,800 landings, or 9 months, after the effective date of this AD, whichever occurs earlier, accomplish the following, unless already accomplished within the last 1,200 landings: \n\n\tA.\tRadiographically inspect rudder ribs for cracks, in accordance with McDonnell Douglas DC-9 Service Bulletin 55-23, Revision 4, dated September 8, 1986, hereinafter referred to as S/B 55-23, or later FAA-approved revisions, and accomplish the following: \n\n\t\t1.\tIf no cracks are found, accomplish repetitive inspections at intervals not to exceed 3,000 landings, until such time as the requirements of paragraph A.3., below, are accomplished. \n\n\t\t2.\tIf cracks are found, accomplish one of the following, as applicable: \n\n\t\t\ta.\tFor cracks in rudder ribs only: \n\n\t\t\t\t(1)\tIf one rib is found cracked and the total length of crack does not exceed one-half the length of the cracked rib, perform repetitive inspections for rudder skin crack(s) in accordance with S/B 55-23, at intervals not to exceed 150 landings, until such time as the requirements of paragraph A.3., below, are accomplished. \n\n\t\t\t\t\t(a)\tIf the rib crack exceeds one-half the length of the cracked rib, accomplish the requirements of paragraph A.2.b.(1), below. \n\n\t\t\t\t\t(b)\tIf skin crack(s) are found, accomplish the requirements of paragraph A.2.b., below. \n\n\t\t\t\t(2)\tIf two adjacent ribs are found cracked and the total length of cracks for each rib does not exceed 6.0 inches, perform repetitive inspections for rudder skin cracks in accordance with S/B 55-23, at intervals not to exceed 150 landings, until such time as the requirements of paragraph A.3., below, are accomplished. \n\n\t\t\t\t\t(a)\tIf the rib crack exceeds 6.0 inches, accomplish the requirements of paragraph A.2.b.(1), below. \n\n\t\t\t\t\t(b)\tIf a skin crack(s) is found, accomplish the requirements of paragraph A.2.b., below. \n\n\t\t\t\t(3)\tIf two alternate ribs are found cracked, and the total length of the cracks does not exceed 16.0 inches, perform repetitive inspections for rudder skin cracks in accordance with S/B 55-23, at intervals not to exceed 150 landings until such time as the requirements of paragraph A.3., below, are accomplished. \n\n\t\t\t\t\t(a)\tIf the rib cracks exceed 16.0 inches, accomplish the requirements of paragraph A.2.b.(2), below. \n\n\t\t\t\t\t(b)\tIf a skin crack is found, accomplish the requirements of paragraph A.2.b., below. \n\n\t\t\t\t(4)\tIf more than two ribs are found cracked, notwithstanding the crack lengths, accomplish the requirements of paragraph 2.b.(1), below. \n\n\t\t\tb.\tFor cracks found in the rudder skin, or rudder rib and skin, accomplish the following:(1)\tBefore further flight, accomplish repairs to cracked rib(s) in accordance with S/B 55-23, or later FAA-approved revisions. \n\n\t\t\t\t(2)\tUpon completing repairs to cracked rib(s), accomplish skin repair in accordance with McDonnell Douglas DC-9 Structural Repair Manual, Section 55-03. \n\n\t\t3.\tInstallation of rib stiffeners in accordance with S/B 55-23, or replacement of all affected ribs with new production .040-inch thick 2024-T42 aluminum ribs, constitutes terminating action for the repetitive inspections required by this AD. \n\n\tB.\tAlternate means of compliance which provides an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tUpon the request of an operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD topermit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes with rudder rib cracks only (within the limits of this AD) to a base in order to comply with the requirements of this AD. For airplanes with rudder skin cracks, the rudder must be repaired or replaced prior to next flight. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective May 21, 1987.
48-18-03: 48-18-03 LOCKHEED: Applies to Model 49-46 Aircraft. Compliance required every 300 hours of operation. 1. Cabin supercharger drive shafts should be inspected at periods not to exceed 300 hours of operation in accordance with instructions and procedures specified in LAC Service Bulletin 49/SB-107, revised November 22, 1946. Concurrent with the foregoing inspection, the rear drive shaft universal joint, clutch end bearing, carbon oil seal and overriding clutch, should be completely overhauled. All defective parts are to be replaced and clutch end bearing 111GE is to be replaced regardless of condition. The sheet-metal retainer (LAC P/N 257643 is to be replaced as soon as practicable with bronze retainer (LAC P/N 299449). 2. The replacement of clutch end bearing 111GE will not be necessary if the supercharger is reworked to provide a double bearing support for the rear universal joint, and overrunning clutch assembly. This rework will also require replacing the present carbon faced oil seal with a slinger type and modify the supercharger housing to suit. The pre-flight inspections for oil seal damage can be dispensed with when slinger type seals have been installed. (LAC Service Bulletin 49/SB-393 covers this same subject.)
2018-01-05: We are adopting a new airworthiness directive (AD) for certain Fokker Services B.V. Model F28 Mark 0070 and 0100 airplanes. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the fuselage frames are subject to widespread fatigue damage (WFD). We are issuing this AD to address the unsafe condition on these products.
2003-21-08: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters that requires inspecting certain main rotor blades for disbonds, which may be indicated by cracking, and repairing or replacing each main rotor blade (MRB) as necessary. This amendment is prompted by the discovery of disbonded leading edge protective strips. The actions specified by this AD are intended to detect disbonding between the stainless steel protective strip and the MRB skin, which could cause loss of the protective strip, an out-of-balance condition, and subsequent loss of control of the helicopter.
61-21-03: 61-21-03 DOUGLAS: Amdt. 346 Part 507 Federal Register October 13, 1961. Applies to All DC-8 Series Aircraft. \n\n\tCompliance required within the next 150 hours' time in service after the effective date of this AD. \n\n\tAs a result of recent incidents which have shown the need for effective quantity indication of "reserve" hydraulic fluid in the system reservoir, the following must be accomplished: \n\n\tUnless already accomplished in accordance with FAA approved technical data, replace or modify in accordance with Douglas Service Bulletin No. DC-8 A29-40 (Reissue No. 1 or later) or FAA approved equivalent, the existing hydraulic quantity gage in the cockpit and the quantity transmitter in the fluid reservoir, to provide a system which will indicate the quantity of reserve hydraulic fluid in the reservoir down to approximately one gallon. The system indication error shall not exceed 10 percent. The dial on the quantity gage shall be marked in a manner which divides the total indicator range into three segments and identifies the three segments, as follows: \n\n\nSegment\nReserve Fluid Quantity in Reservoir\nNORMAL\nFull (11.5 gal.) to 4.9 gal.\nAUX.\n4.9 gal. to 1.5 gal.\nEMER.\n1.5 gal. to approx. 1.0 gal.\n\t\n\tThe exact quantities in gallons need not be marked on the quality indicator. "EMER." need not be shown provided that this segment is otherwise marked in a manner distinctly different from the other segments. \n\n\t(Douglas Service Bulletin No. DC-8 A29-40 (Reissue No. 1 or later) pertains to this same subject.) \n\n\tThis directive effective October 13, 1961.
87-01-05: 87-01-05 EMPRESA BRASILEIRA DE AERONAUTICA S.A. (EMBRAER): Amendment 39-5490. Applies to Models EMB-110P1 and EMB-110P2 (Serial Numbers 110001 through 110467 inclusive) airplanes certificated in any category. Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To preclude excessive vibration in the flight control surfaces and possible loss of control of the airplane, accomplish the following: (a) Within the next 100 hours time-in-service (TIS) after the effective date of this AD, visually inspect for jamming or seizure of all bearings installed in the aileron trim tab bellcrank, actuator eyelets and the terminals of control rods for the elevator, rudder and aileron trim tab control systems in accordance with Section 2, "ACCOMPLISHMENT INSTRUCTIONS" of EMBRAER Service Bulletin (S/B) 110-27-036, Change 02, dated December 3, 1981. If a jammed or seized bearing is found, prior to further flight; (1) Remove and replace the defective part with a serviceable part of the same Part Number (P/N), or (2) Modify, inspect, replace and/or repair as required, (i) the aileron and rudder trim tab control systems in accordance with paragraph (c)(1) of this AD, and (ii) the elevator trim tab control system in accordance with paragraph (c)(2) of this AD. (b) When the modifications and actions specified in paragraph (a)(2) of this AD have been accomplished, the actions required by paragraph (c) of this AD are no longer required. (c) Within the next 250 hours TIS after the effective date of this AD, (1) Modify the aileron and rudder trim tab control systems in accordance with Section 2. "ACCOMPLISHMENT INSTRUCTIONS" of EMBRAER S/B 110-027-0060, Change 02, dated July 3, 1986. (2) Modify, inspect, replace and/or repair the elevator trim tab control system and elevator, (i) on airplanes without dual control rods as described in Section 2. "ACCOMPLISHMENT INSTRUCTIONS",paragraphs 2.1 through 2.1.18 of EMBRAER S/B 110-027-0068, dated April 9, 1986, or (ii) on airplanes with dual control rods installed as described in Section 2, "ACCOMPLISHMENT INSTRUCTIONS", paragraphs 2.2 through 2.2.10 of EMBRAER S/B 110-027-0068, dated April 9, 1986. (d) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. (e) An equivalent method of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, ACE-115A, FAA, Central Region, 1075 Inner Loop Road, College Park, Georgia 30337; Telephone (404) 763-7428. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Empresa Brasileira de Aeronautica S.A. (EMBRAER), Post Office Box 343-CEP 12.200 Sao Jose dos Campos, Sao Paulo, Brazil; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on January 22, 1987.
89-03-11: 89-03-11 BRITISH AEROSPACE: Amendment 39-6134. Applicability: Model BAC 1-11 200 and 400 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent a hazardous landing condition, accomplish the following: A. For Model BAC 1-11 200 series airplanes [pre-modification PM3070; Modification PM3070 with main support beams, Part No. EDO3-1001/2; or Modification PM5928]: At or prior to the accumulation of 50,000 landings or within the next 1,500 landings after April 25, 1988, (which is the effective date of AD 88-07-01, Amendment 39-5878), whichever occurs later, perform an eddy current or dye penetrant inspection for cracks in the rear pintle support beam, in accordance with paragraph 2.1.1 of the accomplishment instructions of British Aerospace BAC 1-11 Alert Service Bulletin 57-A-PM5896, Issue Number 4, dated February 17, 1988. Thereafter, repeat the inspection at intervals not to exceed 3,200 landings. NOTE: Airplanes that complied with paragraph A. of AD 88-07-01, Amendment 39-5878, are considered to have met the initial inspection requirements of this paragraph, and the inspection is to be repeated at intervals not to exceed 3,200 landings. B. For Model BAC 1-11 400 series airplanes [pre-modification PM3070; Modification PM3070 with main support beams, Part No. EDO3-1001/2; or Modification PM5928]: At or prior to the accumulation of 15,000 landings, or within 1,500 landings after March 17, 1986 (which is the effective date of AD 86-04-07, Amendment 39-5235), whichever occurs later, perform an eddy current or dye penetrant inspection for cracks in the rear pintle support beam, in accordance with paragraph 2.1.1 of the accomplishment instructions of British Aerospace BAC 1-11 Alert Service Bulletin 57-A-PM5896, Issue Number 4, dated February 17, 1988. Thereafter, repeat the inspection at intervals not to exceed 3,200 landings. NOTE: Airplanes that complied with paragraph A. of AD 86-04-07, Amendment 39-5235, are considered to have met the initial inspection requirements of this paragraph, and the inspection is to be repeated at intervals not to exceed 3,200 landings. C. For Model BAC 1-11 200 and 400 series airplanes [Modification PM3070 with main support beams, Part No. ENO3-1259/60]: At or prior to the accumulation of 7,500 landings or within 90 days after the effective date of this AD, whichever occurs later, perform an eddy current or dye penetrant inspection for cracks in the rear pintle support beam, in accordance with paragraph 2.1.1 of the accomplishment instruction of British Aerospace BAC 1-11 Alert Service Bulletin 57-A-PM5896, Issue Number 4, dated February 17, 1988. Thereafter, repeat the inspection at intervals not to exceed 3,200 landings. NOTE: Model BAC 1-11 200 series airplanes that complied with paragraph A. of AD 88-07-01, Amendment 39-5878; and Model BAC 1-11 400 series airplanes that complied with paragraph A. of AD 86-04-07, Amendment 39-5235; are considered to have met the initial inspection requirements of this paragraph, and the inspection is to be repeated at intervals not to exceed 3,200 landings. D. If cracks are discovered during the inspections required by paragraph A., B., or C., above, accomplish the following: 1. If cracks are less than or equal to 0.6 inch on pre-modification PM3070 airplanes, or less than or equal to 0.2 inch on post-modification PM3070 airplanes, repair or replace the cracked part prior to further flight, in accordance with paragraph 2.5.1 of the Accomplishment Instructions of British Aerospace BAC 1-11 Alert Service Bulletin 57-A- PM5896, Issue Number 4, dated February 17, 1988. If cracks are repaired in accordance with the service bulletin, continue to perform eddy current or dye penetrant inspections at intervals not to exceed 800 landings, providing that, in the case of pre-modification PM3070 airplanes, if cracks are presentin the aft half beam, cracked parts must be replaced prior to further flight. 2. If cracks exceed 0.6 inch in length on pre-modification PM3070 airplanes, or exceed 0.2 inch in length on post-modification PM3070 airplanes, repair or replace in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. If the part is repaired, further inspection requirements will be determined by the Manager, Standardization Branch, at the time of repair approval. If the main landing gear pintle support beam is replaced, the inspection must be repeated at intervals not to exceed 3,200 landings. E. Prior to June 17, 1986, (which is 90 days after the effective date of AD 86-04-07, Amendment 39-5235), inspect for damage of the toggle links' special bolt assembly, part number AB44A1275, in accordance with the accomplishment instructions of British Aerospace BAC 1-11 Alert Service Bulletin 32-A-PM5872, dated July 25, 1983. If the special bolt assembly is found damaged, replace with a serviceable part before further flight. NOTE: Airplanes that have complied with paragraph B. of AD 86-04-07, Amendment 39-5235, are considered to have met the requirements of this paragraph. F. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. G. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copiesupon request to British Aerospace, Inc., Librarian for Service Bulletins, P. O. Box 17414, Dulles International Airport, Washington, D. C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment supersedes AD 86-04-07 (Amendment 39-5235) which was effective March 17, 1986, and AD 88-07-01 (Amendment 39-5878) which was effective April 25, 1988. This amendment (39-6134, AD 89-03-11) becomes effective March 15, 1989.
2017-26-10: We are superseding Airworthiness Directive (AD) 2015-08-01, which applied to certain The Boeing Company Model 757 airplanes. AD 2015-08-01 required, depending on \n\n((Page 61676)) \n\nairplane configuration, installing new relays and bracket assemblies, inspecting to ensure that the new relays do not contact adjacent wire bundles, torqueing the bracket assembly installation nuts and ground stud nuts, retesting the bond resistance between the bracket assemblies and the terminal lugs on the ground studs, and doing related investigative and corrective actions if necessary. This AD does not retain any requirements, and instead requires deactivating the spoiler control module relays and capping and stowing the associated wiring on airplanes on which the actions required by AD 2015-08-01 have been done. This AD was prompted by a report of an uncommanded spoiler movement during flap configuration just before landing, on an airplane on which the actions required by AD 2015-08-01 hadbeen done. We are issuing this AD to address the unsafe condition on these products.
88-19-08: 88-19-08 BRITISH AEROSPACE: Amendment 39-6010. Applies to Model BAC 1-11 series airplanes equipped with R.F.D. AES-12B inflatable escape slides, identified in British Aerospace BAC 1-11 Service Bulletin 25-PM5943, Revision 1, dated May 8, 1987, certificated in any category. Compliance is required within 5 months after the effective date of this AD, unless previously accomplished. To prevent failure of the emergency escape slide deployment system, accomplish the following, unless previously accomplished: A. Modify the R.F.D. Type AES-12B emergency escape slide system in accordance with BAC 1-11 Service Bulletin 25-PM5943, Revision 1, dated May 8, 1987. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modification required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, Inc., Librarian, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, 39-6010, becomes effective October 10, 1988.
61-20-02: 61-20-02 PIPER: Amdt. 336 Part 507 Federal Register September 20, 1961. Applies to Model PA-24 "250" Aircraft Serial Numbers 24-103 to 24-1629 Inclusive, Which Do Not Have a Reinforcing Plate Welded to the Stack in the Area Where the Rear Engine Cylinder Stack is Welded to the Exhaust Stack Assembly. Compliance required as indicated. Due to incidents of cracks occurring in the exhaust stack assembly, right side, P/N 21664-03, the following inspections and reinforcement must be accomplished: (a) Within 25 hours' time in service after effective date of this AD, remove the carburetor heat shroud assembly, P/N 21664-03, for any indication of cracks or deterioration particularly in the area where the rear engine cylinder exhaust stack is welded to the exhaust stack assembly. If evidence of cracks or deterioration is noted, the assembly must be replaced with a new assembly prior to further flight. The provisions of this paragraph shall be reaccomplished at intervals of50 hours' time in service until such time as the installation in paragraph (b) is accomplished. (b) Within 100 hours' time in service after initial compliance with paragraph (a), a clamp-on reinforcement Piper Kit No. 754396 or equivalent, shall be installed on the exhaust stack assembly, P/N 21664-03. After installation of the clamp-on reinforcement, the provisions of paragraph (a) are no longer applicable. (Piper Service Bulletin 202 dated May 22, 1961, applies to this subject.) This directive effective October 20, 1961.
61-16-01: 61-16-01 AERONCA: Amdt. 320 Part 507 Federal Register August 8, 1961. Applies to All Model 15 Series Aircraft. Compliance required as indicated. As a result of cracks found on the wing lift strut fittings, P/N 5-463-2, the following inspection shall be accomplished. For those aircraft with 1,000 or more hours' time in service, the inspection shall be accomplished within 25 hours' time in service after the effective date of this AD, unless accomplished within the last 25 hours' time in service, and at each periodic inspection thereafter. For those aircraft with less than 1,000 hours' time in service, the inspection shall be accomplished at the next periodic inspection after the effective date of this AD, and at each periodic inspection thereafter. (a) Detach the wing lift strut assembly and remove the upper and lower 1 1/2-inch diameter, 2024 tubular fittings, P/N 5-463-2. Clean, remove the paint and polish lightly with crocus cloth so as to increase the contrastfor inspection. Using the dye penetrant method and a 10-power glass, or equivalent, inspect for cracks on the inside and outside of the fitting surfaces, particularly in the area of the bolt holes and 90 degrees to the centerline of the bolt holes. All cracked tubes and all tubes with an outside diameter exceeding 1.515 inches at any point must be replaced prior to further flight. (b) Fittings being reinstalled shall be finished with the following or equivalent: Two coats of zinc chromate primer on the inside and outside of the fitting and finish enamel on the outside of the fitting. The 1/4-inch bolts attaching the fitting to the strut and the 1/2-inch bolt attaching the strut assembly to the airplane shall be torqued only enough to bring the respective parts into contact. The fitting must not be forced out of round. (c) When it is necessary to install new fittings, Aeronca P/N 5-463-2, Champion Aircraft Corporation P/N 1-9280, Prentice Aircraft, Inc. P/N 61-16-1, orFAA approved equivalent may be used. Existing AN 4 bolts, if not damaged, may be reinstalled in holes that match. No elongation of old holes in struts is permissible. (d) The following rework may be used if the holes in new fittings and old struts do not match to allow proper installation. AN5 bolts may be installed in all holes or in any combination. (1) If holes do not match, line-drill the assembled strut and fitting (19/64 inch) and ream to accept an AN 5 bolt. (.3125 inch minimum, .3135 inch maximum diameter.) In the event that portable equipment must be used, drill the hole 19/64 inch and accomplish the final sizing with a tapered hand reamer to assure alignment. (2) Install AN 5-22A bolts each with two AN 960-516 washers, and AN 365-524 nuts in holes that require rework. (e) When Prentice Aircraft, Inc., P/N 61-16-1 or FAA approved equivalent is installed, the repetitive inspections required by this directive may be discontinued. (Aeronca Service Helps and Hints No. 59 and Champion Aircraft Corporation Service Helps and Hints No. 59 cover the same subject.) This directive effective August 18, 1961. Revised November 28, 1961. Revised April 10, 1962.
61-16-07: 61-16-07 SUD AVIATION: Amdt. 321 Part 507 Federal Register August 5, 1961. Applies to All Alouette II SE 3130 Helicopters. Compliance required as indicated. As a result of two cases of cracks in the main rotor hubs, all main rotor hubs P/N 3130. S12.20.001 must be retired from service upon accumulation of 660 hours' time in service, except that main rotor hubs which have already accumulated 650 or more hours' time in service on the effective date of this directive must be retired from service within the next 10 hours' time in service. (Sud Aviation Helicopters Service Alouette II SE 3130 No. AL 12.11.204 covers this subject.) This directive effective August 5, 1961.
2017-26-02: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757-200 series airplanes. This AD was prompted by a report indicating that the main cargo door (MCD) forward-most cam latch on the forward center cam latch pair broke during flight. This AD requires repetitive inspections for discrepancies of cam latches, latch pins, and latch pin cross bolts of the MCD; replacement of all alloy steel latch pin cross bolts with corrosion-resistant steel (CRES) latch pin cross bolts of the MCD; and related investigative and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2005-09-05: This amendment adopts a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model EC120 helicopters that requires inspecting the tail rotor drive shaft (drive shaft) damper half-clamps (half-clamps) to determine if they are centered on the friction ring, and if not correctly positioned, centering the half-clamps on the friction ring. This amendment is prompted by the discovery of half- clamps that were incorrectly positioned. The actions specified by this AD are intended to detect incorrect positioning of the drive shaft half-clamps, and to prevent interference of the half-clamps with the drive shaft, which could result in scoring on the drive shaft, failure of the drive shaft, and subsequent loss of control of the helicopter.
85-25-06: 85-25-06 McDONNELL DOUGLAS: Amendment 39-5177. Applies to McDonnell Douglas Model DC-9 and C-9 (Military) series airplanes, fuselage numbers 1 through 1165, certificated in any category. Compliance required as indicated unless previously accomplished. \n\n\tTo eliminate a potential fire ignition source from the generator power feeder cable installation, accomplish the following: \n\n\tA.\tWithin 12 months after the effective date of this airworthiness directive (AD), for all McDonnell Douglas DC-9 and C-9 (Military) series airplanes, inspect and repair, as necessary, power feeder cable installation in accordance with the Accomplishment Instructions of McDonnell Douglas DC-9 Service Bulletin 24-78, dated April 9, 1985, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tWithin 12 months after the effective date of this airworthiness directive (AD), modify the power feeder cable installation on all McDonnell Douglas Model DC-9-81 and DC-9-82 series airplanes in accordance with the Accomplishment Instructions of McDonnell Douglas DC-9 Service Bulletin 24-78, dated April 9, 1985, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at theFAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective January 10, 1986.
61-16-06: 61-16-06 PIPER: Amdt. 314 Part 507 Federal Register July 29, 1961. Applies to All PA- 24 and PA-24 "250" Aircraft Modified to Incorporate Brittain Wing Tip Fuel Tanks (Supplemental Type Certificates Nos. SA4-1235 and SA4-1351). Compliance required within the next 150 hours' time in service after the effective date or at the next disassembly of fuel selector valves, whichever occurs first. The fuel selector valve handles of aircraft equipped with Brittain wing tip fuel tanks can easily be reinstalled with incorrect indexing after the valves have been disassembled for servicing and lubrication. Incorrect indexing can cause serious fuel system malfunctioning and one accident resulting from this condition has been reported. To preclude future incorrect indexing of the fuel selector valve handles, the following must be accomplished: (a) Remove any valve shafts with four flat sides at the handle end and replace with Brittain P/N 4018-15 shafts, or equivalent. The Brittain P/N 4018-15 shaft is identical to the original except that one of the four sides at the handle end has been modified to a convex shape. (b) After reassembly and reinstallation of the selector valves, determine that the valve handles are properly indexed with respect to the selector valve placard. (Brittain Aircraft Enterprises Service Letter No. 4000-1 dated April 26, 1961, covers this same subject.) This directive effective August 31, 1961.
2017-25-17: We are superseding airworthiness directive (AD) 2011-27-08 for Agusta S.p.A. (Agusta) Model A109S and AW109SP helicopters. AD 2011-27- 08 required repetitively inspecting each elevator assembly for a crack. This new AD retains the initial inspection interval and adds a repetitive borescope inspection. This AD is prompted by the discovery of another crack on an elevator assembly since AD 2011-27-08 was issued. The actions of this AD are intended to prevent an unsafe condition on these helicopters.
2017-25-12: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of cracking in the webs of the stub beams at certain fuselage stations. These cracks are the result of fatigue caused by cyclical loading from pressurization, wing loads, and landing loads. This AD requires repetitive inspections for cracking of the webs of the stub beams at certain fuselage stations, and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
2005-07-21: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 747-200F and -200C series airplanes, that currently requires repetitive detailed inspections or a one-time open-hole high frequency eddy current inspection to detect cracking of certain areas of the upper deck floor beams, and corrective actions if necessary. This amendment requires new one-time inspections for cracking of the web, upper chord, and strap of the upper deck floor beams. This action also requires modifying or repairing the upper deck floor beams, as applicable, which eventually necessitates accomplishment of new repetitive inspections for cracking of the upper deck floor beams. The actions specified by this AD are intended to prevent fatigue cracks in the upper chord and web of upper deck floor beams and the resultant failure of such floor beams. Failure of a floor beam could result in damage to critical flight control cables and wire bundles that pass through the floor beam, and consequent loss of controllability of the airplane. Failure of the floor beam also could result in the failure of the adjacent fuselage frames and skin, and consequent rapid decompression of the airplane. This action is intended to address the identified unsafe condition. \n\nDATES: Effective May 16, 2005. \n\n\tThe incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of May 16, 2005. \n\n\tThe incorporation by reference of Boeing Alert Service Bulletin 747-53A2420, dated March 26, 1998, as listed in the regulations, was approved previously by the Director of the Federal Register as of May 11, 1998 (63 FR 20311, April 24, 1998).